Internal-combustion engine



Jah. 17, 1950 n M, MALLORY 2,494,890

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8 sheetssheet 8 Patented Jan. 17, '1950 Marlon Mallory, neemt, Mieli.,pany, Detrolt, Mich., s n

Mallory Research Com corporation 'of Michigan.

miglior lo 'me Application April-1s, 194e, sel-fnl No. 663.039

27 claims. (cl. 12s- 51) y This invention relates to internal combustioncondensation and engines, and particularly to those of the type in aturbulent or moving state.

employing opposing pistons operating in a comand combustion of thecharges take place. and which pistons are connected to respectivecrankshafts that turn at different predetermined proportional speeds,one piston preferably completving two cycles while the other iscompleting one' An object of the invention is the provision of an engineof this character which is devoid of piston-controlled intake andexhaust ports and operates in a manner similar to a four-cycle engine,.and wherein the exhaust valve opens late, thus providing for themaximum utilization of the explosive charges during the power strokes.

. mon cycle and between which the compression *I such a relativemovement of 2 separation of the mixture, which is found to occur if thecharge is not kept Another'obiect oi the invention is to provide thepistons during an exhaust stroke of the slow traveling piston that onepiston assists the other .in effecting a Another object of the inventionis to time the relative movements of the pistons and the ring and theexhaust and inlet valves so that the crank of at least one of thepistons will be at an advantageous angle when the charge is red, so thatthe tiring and the start ofthe intake occur when the pistons are nearesttogether, and so that exhaust and compression begin with the pistonsfarthest apart, so` that full advantage of the entire stroke is utilizedfor each purpose.

Another object of the invention is the provision of a prolonged exhaustperiod after each explosion for the spent gases, whereby free breathingand exhausting of the engine are permitted and a resulting increase inthe power output obtained. In the operation of the ordina-rv engine.considerable power is required to force out the exhaust gases, and inorder to vovercome this objection it has been necessary to provide anearly opening of the exhaust valve. In some presentday four-cycleengines, it is necessary to open the exhaust valve as early as 60 beforethe end of the firing stroke in order for a complete exhallst to occurby the end of the succeeding exhaust stroke. This early release of theexhaust materially reduces the power efficiency of 'the engine byreleasing to the atmosphere power which might be utilized -to advantagein turning the crank.

Another object of the invention is the provision of an engine of thischaracter wherein an explosion occurs every second revolution of theslow traveling crankshaft and every fourth revolution of the fasttraveling crankshaft, thereby materially enhancing the power andeconomical running eciency of the ordinary four-cycle engine and alsoengines of the same general opposing piston type heretofore used.

Another object of the invention is to effect such a relative movement ofthe two pistons during a compression of a chargethat a churning oragitating condition is imparted to the combined atcmized fuel and airchargetending to prevent complete discharge of the exhaust gases fromthe cylinder without creating any undue back-'pressure on'the engineeither during the exhaust stroke or at the beginning of the intakestroke.

Another object of the present invention is the provision of anarrangement and operation o! parts in an engine of the characterdescribed, which permits an opening of the intake valve after a closingof the exhaust valve, thereby preventing the objectionable momentarybackiiow of exhaust gases through't'he' intake port into the ,manifold4that takes place in the ordinary lfourcycle engine and which some timescauses spit-- back through the carburetor if'there is still some burningof the exhaust at. the time the intake valve is opened. Y

Other objects and advantages oi the invention will be apparent from thefollowing detailed description, and from the accompanying drawings,illustrating a preferred embodiment of the invention, and in which- Fig.1 is a diagrammatical view of an engine in central longitudinal sectionembodying the invention, with the moving parts approximately in firingposition and the intake and exhaust valves closed; Fig. 2 is a similarsection showing the position of the moving parts shortly after the endof the power stroke, with the crank of the slow moving piston at outeror bottom dead center and the exhaust valve beginning to open; Fig. 3 isa similar view, with parts omitted, showing the slow piston approachingthe end of its exhaust stroke, at approximately which point the exhaustvalve closes; Fig. 4 is a view showing the position of the parts withthe slow moving piston near the end of its intake or suction stroke,with the exhaust valve closed and the intake valve nearly closed; Fig. 5is a similar view with the slow moving piston moved a short distance onits compression stroke and the crank of the fast moving piston in topdead center position, with both intake and exhaust valves closed; Fig. 6is a similar view with the slow moving piston at about accesso ing theinvention showing the relative positions of the cranks for the twoshafts; Fig. 1l is a. projected diagrammatical view thereof showing thedifferent cylinders and the relative positions of their pistons; Fig. 12is a section of a six-cylinder engine embodying the invention showingthe relative positions of the cranks for the two shafts; Fig. 13 is a.projected diagrammatical view thereof showing the different cylindersand the relative positions of their pistons; Fig. 14 is a diagrammaticalview of the fast and slow crankshafts of a four-cylinder engineillustrating the firing order with respect to each shaft, and Fig. 15 isa diagrammatical view of the fast and slow crankshafts of a six-cylinderengine illustrating the a,

firing order with respect to each shaft. Figure 16 is a section of an 8cylinder engine ernbodying the invention showing the relative positionsof the cranks for 2 shafts; Figure 17 is a projected diagrammatical viewthereof showing the different cylinders and the relative positions oftheir pistons; and Figure 18 is a diagrammatical view of the fast andslow crank shafts of an 8 cylinder engine illustrating the firing orderwith respect to each shait.

Referring to the drawings. I designates an engine cylinder the ends ofwhich open into respective crank cases II and l2. Pistons I3 and I4 ofthe same diameter operate in opposite ends of the cylinder and areconnected to respective crankshafts I and I6, the former in the case IIand the latter in the case I2. .The crankshafts are connected in anysuitable manner as by a gear train Il (Fig. l) to have a turning ratioof two-to-one, so that the shaft I5 makes I' two complete revolutions toone of the shaft I6. The shafts are shown so arranged that when pistonI3 is at top dead center, as shown in Fig. l, piston I4 is about 45 pastdead center. I8 indicates a spark plug for firing a charge.

I'he cylinder has a centrally located intake port I9 controlled by aninwardly opening valve 2U and receives its charges through a passage 2|from a connected carburetor (not shown) the same as in any ordinaryengine. The cylinder is also provided with a centrally located exhaustport 22 shown, in the present instance, as in a position diametricallyopposite the intake port, and as controlled by an inwardly opening valve23.

The valves I9 and 22 are-normally closed, as by respective springs 2land 25 acting on their stems, and are opened by the action of respectivecams 2liv and 21 on a shaft 28 that is 4geared to turn once every tworevolutions of the shaft I6, or in other words once each complete cycleof operations of the engine. In the present instance, the cam 25 isconnected by a tappetrod 29 and rocker member 30 to the stem of theintake valve I9, while the cam 21 is connected by a tappet rod 3| androcker member 32 tothe stem of the exhaust valve 22.

The operation of the engine thus far described will be given in detailin connection with Fig. 9, which is a diagrammatic showing of theoperation of the two pistons I3 and Il. As \indicated in Fig. 9, eachpiston follows approximately a sinusoidal curve. In the actual apparatusthe pistons do not follow such a curve exactly, because of the change ofangle of the connecting rod, but this variation will depend upon therelative length of crank and connecting rod and may be calculated inactual production of the apparatus for the particular proportions to Abeused. For simplicity in the diagram, the regular sinusoidal curves areemployed.

As indicated on the diagram, Fig. 9, the piston I4 is advanced about 45from dead center when the piston I3 reaches dead center in theirrespective inner positions. It will be noted that 'as piston `I3approaches dead center position in which it is shown in Fig. l, there isa point where the pistons approach each other most nearly. This point onthe diagram is indicated by line A. It will be seen that at this pointthe paths oi the two` pistons are parallel and that they move nearlyparallel for an appreciable distance. This means that the two pistonsare moving in the same direction and for some little time at nearly thesame speed so that the space between them remains nearly constant for anappreciable length of travel. It is during this time that the charge isfired in the manner usual in four-cycle engines by means of a sparkplug, not shown. It will be noted (Fig. l) that the connecting rod andcrank of piston I4 are at such an angle as to takev advantage of thepower exerted by the fired charge immediately upon firing. At ilrst thepiston I3 may move slightly against the pressure of the charge, but itis so near dead center that its movement is relatively slight.v and theexpansion of the chamber begins at once because of the relativeseparation of the two pistons.

.The power stroke continues as long as the pistons are separating. Sincepiston I4 continues to move outwardly after piston i3 has reached itsouter dead center, the expansion of the chamber between the two pistonscontinues until the return movement of the piston I3 acquires a speedequalling that of the piston I4, which is slowing down as it approachesits dead center at the same time that piston I3 is speeding up at itsleaves its dead center. The greatest distance between the pistons, andconsequently the largest capacity of the firing chamber, is reached whenthe directions of the two pistons, as indicated on the diagram at lineB, are parallel. It will be seen that this position is reached somewhatbefore the position indicated in Fig. 2, and somewhat after the positionindicated in Fig. 4.

The exhaust need not be opened until about the time this line B on thediagram is reached. The opening of the exhaust valve may be slightlybefore or after this exact point, but advantageously may be very closeto this point so as to take full advantage of the entire working strokeand also give as longV a time for exhaust as can be readily securedafter the full working stroke has been completed.

The exhaust valve remains open while shaft I5 makes one completerevolution and shaft IB makes one-half turn from the position shown inFig. 2 to that shown in Fig. 3. As explained above, the exhaust opensbefore the position in Fig. 2 is reached and continues after theposition in Fig. 3 is reached until the pistons'returnl once more to theposition in which firing took place, as indicated by the line A near themiddle of Fig. 9. At this point the exhaust valve is closed and theintake valve is opened. The intake valve remains open during themovement of the pistons through the position shown in Fig. 4 andslightly beyond that position to line B on the diagram, where the partsoccupy the same position as at the end of the power stroke. Thereuponthe intake valve is closed and the compression begins. Fig. 5 indicatesa. position where compression has begun. As will be noted from thediagram, the movements of the piston are such that when piston Il is inits inner position, as shown in Fig. 5, the pistons are stillapproaching each other,

lturning crank has the 'firing stroke approach continuing to approachuntil their movements are equal and in the same direction as indicatedat line C onFlg. 5. From this point on piston Il recedes more rapidlythan piston I4 moves inwardly, so that the space between them' istemporarily expanded.' This expansion continues until the outer movementof piston I3 is nearly completed so that its outward movement slows downtion therefrom.

to equal the inward movement of piston I4, as

indicated at line D on Fig. 9. Thereafter the plstons approach eachother and complete the compression until they once more assume theirpositions at line A where the ilring takes place.

It will be seen that the above described cycle makes possible theutilization of the working stroke with plenty of time for completedischarge of the exhaust gases, and that afterthe new charge has beenreceived, it is pumped back and forth by the relative movement of thepistons and there is a churning action given it by 1li/st a partialcompression and then a partial expansion before the final compressiontakes place. This assists -in keeping the fuel thoroughly dispersedthroughout the gaseous charge and facilitates combustion.

Since the firing and each of the valve operations occurs while thepistons are moving in the same direction at substantially the samespeed, the exact timing may be varied somewhat, and the exact dimensionsof cranks and connecting rods introduce other variations, but theoperation substantially as indicated on the diagram is that preferred.It will be seen that the firing stroke and the intake stroke are eachsubstantially 112.5 of the slow moving piston, while the exhaust and thecompression each covers about 247.5 travel of the slow piston crank.

In the construction illustrated, the throw of the two cranks is thesame. By examination of Fig. 9 it may be noted that making the throw ofthe fast turning crank shorter would reduce the movement of piston I3and so would make its travel equal that of piston Il earlier at thefiring point and later at the beginning of the exhaust, making the ringstroke longer in proportion to the exhaust. Lengthening the throw of thefast opposite effect, making the nearer to 90 for the slow moving crankor 180 for the fast moving crank.

Also, it will be seen that advancing the lead of piston I4 over pistonI3 will bring piston I3 lower and to the right at the ring point and atpoint C, while reducing the lead of piston I4 below 45 has the oppositeeffect. Thus not only the angle of the crank of piston I4, but also thedistance of the therefore the churning action, maybe varied bychangingthe lead of piston I4 over pistonI I3: When operating the engineas a four-cycle engine with respect to the slow moving piston, it ispreferable to' have but one point where the-pistons are nearest togetherand about one point where they are widest apart during one revolution ofthe slow shaft. If there was a lead of 90 of the slow shaft over thefast shaft at the ring point, there would be another point when the fastone complete revolution, when the pistons would be as near together. Ifthe two pistons reached inner dead centerat the same time, there would.be two times during each revolution of the slow shaft when the pistonswere widest apart. Therefore, while the lead may be varied from the 45shown, it shouldI be substantial, and should be less than 90.

Therefore, while equal throws of the two crankpistons apart at point C,and

shaft had made 'A apart.

shafts and a 45 lead of piston I4 over piston I3 are illustrated, theinvention covers some"varia AIt is clear that these operations result inimproved breathing and exhausting conditions and freer and moreefllcient running of the engine than is possible with the ordinary typeof four-cycle engine.

While, for the purpose of illustration of the invention, only a singlecylinder is shown, it will. of course, be `understood that anyconvenient numbenof cylinders may be used together in a single engine,the same as in the ordinary fourcycle engine, with the slow travelingpistons all connected to Ione crankshaft and the fast traveling pistonsall connected to the other crankshaft. In a four or eight cylinderengine, for instance. it is found for practical operation that the crankthrows or pins for the slow traveling pistons must be located apart,while those of the fast traveling pistons are located 180 apart.Likewise, in a six-cylinder engine of this type, the crank throws orpins for the slow traveling pistons should be 60 apart with those of thefa'st of the slow shaft is likewise 1-3-4-2, as indicated fdiagrammatically in Fig. 14. This also indicates that the explosionimpulses on the fast shaft are apart, while those on the slow shaft are90 In the (case of a six-cylinder engine the coordination of the cranksof the two shafts is such that the firing order for the cylinders is1-5-3- 6-2-4, as indicated in Fig. 15, with'the explosion of theimpulses for the fast shaft apart and those for the slow shaft 60 apart.

If an eight-cylinder engine is employed, the crank of the fast shaftwill have a 45 spacing and those of the slow shaft a 90 spacing, orone-half that of the shafts of a four-cylinder engine, and the firingorder will be 1-6- -5-8-3 7-4.

I wish it understood that my invention is not limited to any specificconstruction, arrangement or form of the parts, as it is capable ofnumerous modiflcations and changes without departing from the spirit ofthe claims.

Having thus described my invention, what I claim as new, and desire tosecure by United States Letters Patent, isz' 1. In an internalcombustion engine, a cylinder having centrally disposed intake andexhaust ports, valves controlling said ports, two opposed differentiallyoperating pistons in said cylinder, a separate crankshaft for eachpiston, means connecting said shafts to cause them to turn with atwo-to-one ratio lwith the slow traveling piston operating in the mannerof a four-cycle engine piston, and means operating in unison with arunning of the engine to operate said valves and open the inlet port toadmit a charge during each intake stroke and to open the exhaust port eto permit an exhaust discharge during each exnesting the shafts to makethem rotate in a twoto-one ratio and in an angular relation of theircranks so that the pistons approach nearest each other once during eachrotation of the slow shaft with the slow traveling crank having aleadover the fast moving crank at the point of said nearest approach,said lead being substantial but less than 90, and means timing afour-cycle operation with respect to the slow traveling crank.

3. In an internal combustion engine, a cylinder having .centrallydisposed intake and exhaust ports, port controlling valves outside ofthe cylinder. two opposed differentially operating pistons in saidcylinder, av separate crankshaft for each piston, means connecting saidshafts to cause them to turn with a two-to-one ratio with the slowtraveling piston operating in the manner of a four-cycle engine piston,and means operated by the engine to operate said valves and open theintake 'port to admit a charge during substantially the entire intakestroke of the slow traveling piston and to open the exhaust port formore than a 135 movementl of said piston on its exhaust stroke.

4. In an internal combustion engine, a stan tionary cylinder havingvalve controlled centrally disposed intake and exhaust ports, twoopposed differentially operating pistons in said cylinder, a separatecrankshaft for each piston, means connecting said shafts to cause themto turn with a two-to-one ratio with the slow traveling piston operatingin the manner of a four-cycle engine piston, and means operated by theengine to open the intake port to admit a charge during more than a 100movement of the crank of the slow traveling piston on its intake strokeand to open the exhaust port at the beginning of the exhaust stroke ofsuch piston and to maintain it open for at least a 225 movement of theslow piston crank.

5. In an internal combustion engine. a cylinder having valve controlledcentrally disposed intake and exhaust ports, two opposed differentiallyoperating pistons in said cylinder and contacting the walls thereof, aseparate crankshaft for each piston, means connecting said shafts tocause them to turn with a two-to-one ratio with the slow travelingpiston operating in the manner of a four-cycle engine piston, and meansoperated by the engine to open the exhaust port when the pistons aresubstantially the farthest apart, to close the exhaust port and open theintake port when the pistons are -substantially the nearest together andto close the intakeA port when the pistons are once more substantiallythe farthest apart.

6. In an internal combustion engine, a' cylinder having valve controlledcentrally disposed intake and exhaust ports. two opposed differentiallyoperating pistons in said cylinder, a separate crankshaft for eachpiston, means connecting said shafts to cause them to turn with atwo-toone ratio with the slow traveling piston operating in the mannerof a four-cycle engine piston and having a lead over the fast movingpiston when the pistons are nearest together, and means operated -by theengine to open the exhaust port before the beginning of the instroke ofthe slow traveling piston and continue it open until after the end ofthe instroke of such piston, and to then close the exhaust and open theintake port and maintain it open until after the end of the outstroke ofthe fast moving piston.

'7. In an internal combustion engine, a cylinder having valve controlledcentrally disposed intake and exhaust ports, two opposed differentiallyoperating pistons in said cylinder, a separate crankshaft for eachpiston, means connecting said shafts to cause them to operate at atwo-toone ratio with the slow piston operating in the manner of afour-cycle engine piston, with the crank of the slow traveling pistonsubstantially past inner dead center when the crank of the iasttraveling piston is at inner dead center whereby during the compressionstroke of the slow piston the differential movements of the pistonscause a' charge first to be compressed. then to be partially relievedand then finally compressed for firing whereby a churning of the chargeto prevent condensation occurs, and means to open the intake port toadmit a charge during the intake stroke of the slow traveling piston andto open the exhaust valve to permit exhaust during the exhaust stroke ofsaid slow traveling piston.

8. In an internal combustion engine, a cylinder having valve controlledcentrally located intake vand exhaust ports, two opposed differentiallyoperating pistons in said cylinder, a separate crankshaft for andAconnected to each piston. means connecting the shafts to cause them toturn at a two-to-one ratio with the. slow traveling piston making tworevolutions for each explosion and with its crank slightly past innerdead center when the fast traveling piston crank' is at its inner deadcenter whereby compression begins before .and ends after the inwardstroke of the slow piston with a partial relieving of the compression'midway of such stroke to cause churning of the chargey due to `thediierential movements of the two pistons, and means operable by theengine to open theintake port when the exhaust tport closes.

9. In an internal combustion engine, a cylinder having centrallylocatedvalve controlled intake and exhaust ports, two opposed differentiallyoperating pistons in said cylinder, a separate crankshaft connected toeach piston, means connecting the shafts to turn at a two-to-one ratiowith the strokes of the slow traveling piston corresponding to those ofa four-cycle engine and with the crank connections of the two pistonssuch that during the compression stroke of the slow traveling piston thedifferential movements of the pistons cause a predetermined initialcompression of a charge, then a predetermined release of suchcompression and then a flnal compression for firing` 10. In an internalcombustion engine, a cylinder having centrally located valve controlledintake and exhaust ports, two opposing differentially operating pistonsin said cylinder, a separate crankshaft connecting the pistons, meansconnecting the crankshafts to turn in unison at a two-to-one lratio withthe strokes of the slow traveling piston corresponding to those of afourcycleV engin` and with the crank connections of the two pistons suchthat during the exhaust stroke of the slow piston the two pistons firstmove toward each other to assist initial exhaust, then recede frm eachother due to a concurrent outstroke of the fast piston at twice thespeed of movement of the slow piston and then toward each other on thesucceeding stroke of the fast piston to effect a final exhaust of gasesfrom the cylinder, and means for effecting predetermined timed openingof the intake and exhaust ports.

1l. In an internal combustion engine, a. cylinder having centrallylocated valve controlled lintake and exhaust ports, two opposing.differentially operating pistons"A in said cylinder, a separatocranksliai't connecting the pistons, means 'connecting the crankshaftsto turn at a. two-toone ratio with the strokes o f the slow travelingpiston corresponding to those of a four-cycle engine and with the crankconnections oi' the two pistons such that during the exhaust stroke ofthe slow piston the two pistons first move toward each other to assistinitial exhaust, then recede from each other due to a concurrentoutstroke of the fast piston at twice the speed of movement of the slowpiston and then toward each other on the succeeding stroke of the fastpiston to veffect a final exhaust of gases from the cylinder, and meansoperable to open the exhaust port 13. A cylinder having centrallylocated valve controlled intake and exhaust ports, two opposingdifferentially operating pistons in said cylinder, a separate crankshaftconnected to each piston, means connecting the shafts to turn at atwo-toone. ratio with the crank' of the slow traveling Y #casco mingoccurring in each cylinder at each second revolution of its slowcrankshaft with a cylinder firing ordervof 1-4-3-2.

16. In an internal combustion engine, a plurality of cylinders eachhaving valve-controlled centrally disposed intake and exhaust ports, twocrankshafts, one at each end of the cylinders, and each having a c rankforeach cylinder, means connecting said crankshafts to 'cause them toturn in unison with a two-to-one ratio, two opposed pistons in eachcylinder with one connected to a crank of the slow turning shaft and theother to a crank of the fast turntrolled'centrally -disposed intake andexhaust A cylinders, and "each having a the beginning and'close it afterthe end of the N inward stroke of the slow piston.

piston past inner dead center when the other crank is at inner deadcenter, and means operable by the engine to open the exhaust port atsubstantially the beginning of the exhaust stroke of the slow travelingpiston and to cause it to remain open during more than 180 of movementof the slow crank and 360 of movement of the fast piston crank.

14. In an internal combustion engine, a cylinder having centrallylocated valve controlled intake and exhaust ports, two. opposingdifferentially operated pistons in the cylinder, a separate crankshaftconnected to each cylinder, a connection between the shafts causing themto turn at a two-to-one ratio with the crank of the slow travelingpiston past inner dead center when the crank of the other piston is atinner dead center, the slow traveling pistn making separate power,exhaust, intake and compression ystrokes for each explosion, and meanscluding a cam shaft operable by the engine to turn once for each tworevolutions of the slow crankshaft and operable to open the exhaust portwhen the pistons are approximately the widest apart, and to close theexhaust and to open the intake port when the pistons are approximatelythe nearest together.

15. In an internal combustion engine, a plurality of cylinders eachhaving valve-controlled centrally disposed intake and exhaust ports, twocrankshafts, one at each end of the cylinders; and each having a crankfor each cylinder, means connecting said crankshafts to cause them toturn in unison with a two-to-one ratio,.twoopposed pistons in eachcylinder with one connected to acrank of the slow turning shaft and theother to a crank of the fast turnports, two crankshafts, one at each endof the crank for each cylinder, means connecting said crankshafts tocause them to turn in unison with a two-to-one ratio, two opposedvpistons in each cylinder with one connected to a crank ofthe slowturning shaft and the other to the crank'of the fast turning shaft, thecranks of the slow shaft in a 1 six-cylinder engine having a spacing andthose of the fast shaft having a 60 spacing with the firing occurring ineach cylindenat each second revolution of the slow crank shaft with acylinder firing order of 1-5-3-6-2-4.

18. In an internal combustion engine, a plurality of cylinders eachhavingvvalve-controlled centrally disposed intake and yexhaust ports,two crankshafts, one at each end of the cylinders, and each having acrank for each cylinder, means connecting said crankshafts to cause themto turn in unison with a two-to-one ratio, two opposed pistons in eachcylinder with one connected to a crank of the slow turning shaft and theother to the crank of the fast turning shaft, the cranks of the slowshaft in a fourcylinder engine having a 90 spacing and those of the fastshaft having a spacing with the .'two opposed pistons in each cylinderwith one connected to a crank of the slow turning shaft and the other tothe crank of the fast turning shaft, the cranks of the slow shaft in aneightcylinder engine having a 45 spacing and those of the fast shafthaving a 90 spacing, with the slow moving pistons, in the successiveorder of the cylinders, connected respectively to cranks1-2-3-45-6-'l-8, with the firing occurring in each cylinder at eachrevolution of the slow crankshaft, the cylinder firing order being1-6-2-5-8- 20. In an internal combustion engine, a plurality ofcylinderseach having valve-controlled centrally disposed intake andexhaust l ports, two crankshafts, one at each end of the cylinders, andeach having a crank for each cylinder, means connecting said crankshaftsto cause them to turn in unison with a two-to-one ratio, two opposedpistons in each cylinder with one connected to a crank of the slowturning shaft and the other to the crank of the fast turning shaft, thecranks of the slow shaft in a six-cylinder engine having a ,60 spacingand those of the fast shaft a 120 spacing, with the 10 slow movingpistons, in the successive order of the cylinders, connectedrespectively to cranks l-2-3-4-5-6, with the firing occurring in eachcylinder at each revolution of the slow crankshaft and the nrin'g orderbeing 1 5-3-6-2-4.

2l. An internal combustion engine comprising a cylinder, two opposedpistons in opposite ends of the cylinder, a separate crankshaft for eachpiston, means connecting. the two shafts to make them turn in atwo-to-one ratio and with an angular relation between them to bring thepistons closest together but once, and farthest apart but once, duringeach rotation of the slow shaft and two rotations of the fast shaft, anintake valve, an exhaust valve, a firing means, and means timed by theturning of said shafts to actuate the firing means at one nearestapproach of the pistons, to open the exhaust valve when the pistons nextreach their farthest apart position, to close the exhaust and open theintake valve when next the pistons reach their position nearesttogether, to close the intake valve when the pistons are next farthestapart, and to actuate the firing means when the pistons are againnearest each other, whereby there is one working stroke during each tworotations of the slow moving shaft.

22. In an internal combustion engine, a plurality ofl cylinders eachhaving intake and exhaust ports, two crankshafts, one at each end of thecylinders, and each having a crank for each cylinder, means connectingsaid crankshafts to cause them to turn in unison with a two-to-oneratio, two opposed pistons in each cylinder with one connected to acrank of the slow turning shaft and the other to a crank of the fastturn- ,ing shaft, the cranks of the slow shaft in a fourcylinder enginehaving a 90 spacing and those of the fast shaft having 180 spacing withthe,

firing occurring in each cylinder at each second revolution of its slowcrankshaft with a cylinder firing order of 1-4-3-2.

23. In an internal combustion engine, a plurality of cylinders eachhaving intake and exhaust ports, two crankshafts, one at-each end of thecylinders, and each having a crank for each cylinder, means connectingsaid crankshafts to cause them to turn in unison with a two-to-oneratio, two opposed pistons in each cylinder with one connected to acrank of the slow turning shaft and the other to a crank of the fastturning shaft, the cranks of the slow shaft in an eight-cylinder enginehaving a 45 spacing and those of the fast shaft having a 90 spacing withthe ring occurring in each cylinder at each second revolution of itsslow crankshaft with` a cylinder firing order of 1-6-2-5-8-3-7-4.

24. In an internal combustion engine, a plurality of cylinders eachhaving intake and exhaust ports, two crankshafts, one at each end of thecylinders, and each having a crank for each cylinder, means connectingsaid crankshafts to cause them vto turn in unison with a two-to-oneratio, two opposed pistons in each cylinder with one connected to acrank of the slow turning shaft and the other to the crank of the fastturning shaft, the cranks of the slow shaft in a sixcylinder enginehaving a 120 spacing and those of the fast shaft having a 60 ,spacingwith the firing occurring ineach cylinder at each second revolution ofthe slow crank shaft with a cylinder firing order of 1-5-3-6-2-4.

25. In an internal combustion engine, a plurality of cylinders eachhaving intake' and exhaust ports, two crankshafts, one at each end ofthe cylinders, and each having a crank for each cylinder, meansconnecting said crankshafts to cause them to turn in unison with atwo-to-one ratio, two opposed pistons in each cylinder withone'connected to a crank of the slow turning shaft and the other to thecrank of the fast turning shaft, the cranks of the slow shaft in afourcylinder engine having a spacing and those of the fast shaft havinga 180 spacing with the slow moving pistons in the successive order ofthe lcylinders connectedrespectively to cranks 1 2-4 and 3 with thefiring occurring in each cylinder at each second revolution of the slowcrankshaft with a cylinder ring order of 1-3-4n2.

26. In an internal combustion engine, a plurality of cylinders eachhaving intake and exhaust ports, twov crankshafts, one at each end ofthe cylinders, and each having a crank for each cylinder, meansconnecting said crankshafts to cause them to turn in unison with atwo-to-one ratio, two opposed pistons in each cylinder with oneconnected to a crank of the slow turning shaft and the other to thecrank of the fast turning shaft, the cranks of the slow shaft in aneightcylinder engine having a 45 spacing and those of the fast shafthaving a 90 spacing, with the slow moving pistons, in the successiveorder of the cylinders, connected respectively to cranks1-2-3-4-5-6-7-8, with the firing occurring in each cylinder at eachrevolution of the slow crankshaft, the cylinder firing order being1-6-2-5- 8-3-7-4.

27. In an internal combustion engine, a, plurality of cylinders eachhaving intake and exhaust ports, two crankshafts, one at each end of thecylinders, and each having a crank for each cylinder, means connectingsaid crankshafts to cause them to turn in unison with a two-to-oneratio, two opposed pistons in each cylinder with one connected to acrank of the slow turning shaft, the cranks of the slow shaft in asix-cylinder engine having a 60 spacing and those of the fast shaft aspacing, with the slow moving pistons, in successive order of thecylinders, connected respectively to cranks 1-2-3-4-5-6, with the firingoccurring in each cylinder at each revolution of the slow crankshaft andthe firing order being l-5-3-624.4

MARION MALLORY.

REFEREN CES CITED The following references are of record in the le ofthis patent: i

UNITED STATES PATENTS Number Name Date 1,099,576 Slaby June 9, 19141,237,696 Rayl Aug. 21, 191'7 1,808,083 Tibbetts June 2, 1931 FOREIGNPATENTS Number Country Date 169,444 Great Britain 1921 169,699 GreatBritain 1921 216,209 Great Britain 1924

